Standard 821 - Canadian Domestic Air Traffic Control Separation Standards

Foreword

This document contains the Canadian Domestic Air Traffic Control Separation Standards to be used by Air Traffic Control personnel in the control of VFR, CVFR and IFR aircraft in Canadian domestic airspace.

A (N) symbol inserted in the text of this document indicates explanatory material has been included.

821.01 – Interpretation

Definitions

(1) The words and expressions used in this Standard have the same meaning as in the Aeronautics Act and the Canadian Aviation Regulations with the following additions:

altitude – means the altitude indicated on an altimeter set in accordance with the requirements specified in the Canadian Aviation Regulations, sections 602.35, 602.36 and 602.37. (altitude)
ALTRV or altitude reservation – means an airspace of defined dimensions within controlled airspace reserved for the use of a civil or military agency during a specified period. An altitude reservation may be confined to a fixed area (stationary) or moving in relation to the aircraft that operate within it (moving). (ALTRV ou réservation d’altitude)
arrival controller – means an air traffic controller identified in this Standard as being responsible for specified requirements associated with applying separation between aircraft simultaneously conducting instrument approaches to parallel runways. A second controller, the monitor controller, has other specified responsibilities. (contrôleur des arrivées)

ATS surveillance – means all methods of remotely sensing aircraft using radar, ADS-B, MLAT or an equivalent technology, without the benefit of visual observation. ATS surveillance systems that may be used in the application of this Standard are categorized according to the sensor type and position update rates as follows: (surveillance ATS)

Category	Source	Interval Between Position Updates
A	NAV CANADA radars; Department of National Defence Next Gen radars; and MLAT	5 seconds or less
B	Category A sources, if the interval between position updates is more than 5 seconds; United States Federal Aviation Administration radars; and ADS-B	12 seconds or less
C	Category A or B sources, if the interval between position updates is more than 12 seconds; and Department of National Defence North Warning Site radars	n/a

Abbreviations

(2) The abbreviations used in this Standard have the same meaning as in the Aeronautics Act and the Canadian Aviation Regulations with the following additions:

ACA: Arctic Control Area
ADS-B: Automatic Dependent Surveillance - Broadcast
ADS-C: Automatic Dependent Surveillance - Contract
ALTRV: Altitude Reservation
CPDLC: Controller-Pilot Data Link Communications
CMNPS: Canadian Minimum Navigation Performance Specifications
CVFR: Controlled VFR
DCPC: Direct Controller - Pilot Communications
DME: Distance Measuring Equipment
ILS: Instrument Landing System
MLAT: Multilateration
MNPS: Minimum Navigation Performance Specifications
NCA: Northern Control Area
NDB: Non-Directional Beacon
NOZ: Normal Operating Zone
NTZ: No Transgression Zone
OMNI: Omnirange
PPS: Present Position Symbol
PSR: Primary Surveillance Radar
RCP: Required Communication Performance
RNAV: Area Navigation
RNP AR: Required Navigation Performance Authorization Required
RSE: Radar Site Equipment
RSP: Required Surveillance Performance
RVSM: Reduced Vertical Separation Minimum
SSR: Secondary Surveillance Radar
STAR: Standard Terminal Arrival
TACAN: Tactical Air Navigation System
VOR: VHF Omnidirectional Range
VORTAC: VHF Omnidirectional Range/Tactical Navigation

(effective 2025/03/26)

821.02 – Provision of Separation

General

(1) Controller-applied separation is not required provided:

(a) a VFR restriction has been applied to an aircraft climbing or descending enroute or to a departing aircraft;
(b) subject to (3), (4), (5) and (7), an IFR aircraft is conducting a visual approach; or
(c) an aircraft has been cleared to maintain "at least 1,000 feet on top", except separation is required:
- (i) at night between an aircraft maintaining "at least 1,000 feet on top" and other aircraft if any of the aircraft are holding, and
- (ii) between an aircraft maintaining "at least 1,000 feet on top" and an aircraft operating in an ALTRV.

(2) A VFR restriction may be applied to an IFR aircraft provided:

(a) weather conditions permit the application of visual separation;
(b) the aircraft requests it; and
(c) the aircraft is within:
- (i) Class B airspace at or below 12,500 feet ASL, or
- (ii) Class C, D or E airspace.

Conflict Resolution

(3) When providing conflict resolution, the minimum required vertical separation is 500 feet, unless additional separation is required for wake turbulence.

(effective 2025/03/26)

Visual Approaches

(4) Subject to (5), (6) or (8), an IFR aircraft may be cleared for a visual approach, provided (N):

(a) the aircraft is identified and being provided ATS surveillance service at the time the clearance is issued;
(b) the reported ceiling at the destination airport is 500 feet or more above the minimum IFR altitude;
(c) the ground visibility is 3 statute miles or more; and
(d) separation, other than visual separation, is provided from all other IFR or from CVFR aircraft except those on approach to the same airport:
- (i) from which the aircraft has been instructed to maintain visual separation; or
- (ii) that have been instructed to maintain visual separation from the aircraft.

Note 1: Visual approaches may be requested by pilots, or initiated by air traffic controllers and accepted by pilots, to gain an operational advantage for arriving aircraft.

Note 2: Pilots cleared for a visual approach are responsible for compliance with published noise abatement procedures, wake turbulence separation and avoidance of active Class F airspace and airspace restricted by the Minister.

(effective 2025/03/26)

(5) In the application of (4), if an aircraft is cleared for a visual approach to the same runway being used by a preceding IFR or CVFR aircraft, separation, other than visual separation, must be maintained:

(e) from the preceding IFR or CVFR aircraft; or
(f) until the aircraft reports sighting the preceding IFR or CVFR aircraft and is instructed to maintain visual separation from, and to follow, the preceding IFR or CVFR aircraft.

(effective 2025/03/26)

(6) In the application of (4) and subject to (7), if an aircraft is cleared for a visual approach while another IFR or a CVFR aircraft is conducting a visual or instrument approach to an adjacent parallel runway and:

(a) if the distance between the runway centre lines is less than 2,500 feet, then:
- (i) separation, other than visual separation, must be maintained until:
  - (A) the other IFR or a CVFR aircraft is established on the extended runway centre line of the adjacent parallel runway of intended landing;
  - (B) the aircraft reports sighting the other IFR or CVFR aircraft;
  - (C) the aircraft is instructed to maintain visual separation from the other IFR or a CVFR aircraft;
  - (D) a super aircraft will not be permitted to pass any other aircraft;
  - (E) a heavy aircraft will not be permitted to pass a heavy, medium or light aircraft; and
  - (F) a medium aircraft will not be permitted to pass a light aircraft;
(b) if the distance between the runway is at least 2,500 feet, but less than 4,300 feet, then separation, other than visual separation, must be maintained until:
- (i) both aircraft are established on headings that will intercept the respective extended runway centre lines of the runways of intended landing by 30 degrees or less, and
- (ii) any aircraft conducting a visual approach have been issued and acknowledged the visual approach clearance; and
(c) if the distance between the runway centre lines is 4,300 feet or more, then separation, other than visual separation, must be maintained until the aircraft conducting a visual approach has been issued and acknowledged the visual approach clearance (N).

Note: If both aircraft are conducting visual approaches, visual separation may be applied between them when either aircraft has been issued and acknowledged the visual approach clearance.

(effective 2025/03/26)

(7) In the application of (6), an aircraft conducting a visual approach is considered to be separated from another IFR or a CVFR aircraft conducting an instrument or visual approach to an adjacent parallel runway provided (N):

(a) if the distance between the runway centre lines is at least 2,500 feet:
- (i) any aircraft conducting a visual approach is established on the extended runway centre line of the runway of intended landing, and
- (ii) an aircraft conducting an instrument approach is established on:
  - (A) a final approach course that has not, and will not, cross the extended runway centre line of the adjacent parallel runway to which the visual approach is being conducted, or
  - (B) the extended runway centre line of the runway of intended landing; or
(b) if the distance between the runway centre lines is 4,300 feet or more, neither aircraft will operate within the airspace between the extended runway centre lines.

Note: When aircraft are considered separated, no additional form of controller-applied or pilot-applied separation is required.

(effective 2025/03/26)

(8) In the application of (4), if an aircraft is cleared for a visual approach while another IFR or a CVFR aircraft is conducting an instrument or visual approach to an intersecting or interacting runway, then separation, other than visual separation, must be maintained until the aircraft has received and acknowledged the visual approach clearance (N).

Note: If both aircraft are conducting visual approaches, visual separation may be applied between them when either aircraft has been issued and acknowledged the visual approach clearance.

(effective 2025/03/26)

Contact Approaches

(9) Subject to (10), an aircraft may be cleared for a contact approach provided:

(a) the pilot requests a contact approach;
(b) there is a published and functioning instrument approach procedure for the aerodrome;
(c) separation, other than visual separation, is maintained between the aircraft conducting the contact approach and all other IFR or CVFR aircraft.

(effective 2025/03/26)

(10) In the application of (9), if the only published and functioning instrument approach procedure available is published in the Restricted Canada Air Pilot, the aircraft may not be cleared for a contact approach unless the pilot confirms they are authorized to conduct the restricted instrument procedure.

(effective 2025/03/26)

821.03 – Vertical Separation

Separation Between Flight Levels and Altitudes ASL

(1) Use the following table to determine the lowest usable flight level that can be assigned:

If the Altimeter Setting is	Then the Lowest Usable Flight Level is
29.92 inches of mercury or higher	FL180
29.91 to 28.92 inches of mercury	FL190
28.91 to 27.92 inches of mercury	FL200
27.91 inches of mercury or lower	FL210

(2) Use the following table to determine the lowest flight level that can be assigned that will ensure the required vertical separation minimum between an aircraft flying on the standard pressure setting and an aircraft flying on an altimeter setting:

If the Aircraft Flying on the Standard Pressure Setting is at	And if the Altimeter Setting is	Then the Separation Required is
FL290 or below	29.92 inches of mercury or higher	1,000 feet
	29.91 to 28.92 inches of mercury	2,000 feet
	28.91 to 27.92 inches of mercury	3,000 feet
	27.91 inches of mercury or lower	4,000 feet
Above FL290	29.92 inches of mercury or higher	2,000 feet
	29.91 to 28.92 inches of mercury	3,000 feet
	28.91 to 27.92 inches of mercury	4,000 feet
	27.91 inches of mercury or lower	5,000 feet

Vertical Separation Minima

(3) Aircraft may be separated vertically by:

(a) 2,000 feet; or
(b) 1,000 feet if:
- (i) either aircraft is operating below FL290, or
- (ii) both aircraft are RVSM certified and operating within designated RVSM airspace or an RVSM transition area.

Separation Between Aircraft on Reciprocal Tracks

(4) Establish vertical separation between aircraft that are on reciprocal tracks at least 10 minutes before their estimated passing time.

(5) Maintain vertical separation between aircraft on reciprocal tracks until one of the following conditions is met:

(a) at least 10 minutes has passed after their estimated passing time;
(b) either aircraft is at FL180 or above, both aircraft have reported by the same NAVAID and the aircraft are 2 minutes apart;
(c) both aircraft are below FL180 and have reported:
- (i) by the same NAVAID,
- (ii) passing each other, or
- (iii) passing the same visual fix;
(d) both aircraft have reported passing the same OMNI radial at an angle of 45 degrees or more and are:
- (i) 4 minutes apart if more than 25 miles from the NAVAID producing the radial, or
- (ii) 2 minutes apart if 25 miles or less from the NAVAID producing the radial,
(e) position reports from the same DME NAVAID or the use of ATS surveillance distance measuring tools or a combination thereof, indicate they have passed and are 5 miles apart, provided:
- (i) if position reports are used, the outbound aircraft is 15 miles or more from the DME NAVAID, and
- (ii) if only one aircraft is providing DME reports, it is:
  - (A) at or below 10,000 feet; or
  - (B) more than 10 miles from the DME NAVAID; or
(f) both aircraft are in Class A airspace, are separated vertically by not more than 2,000 feet, and both aircraft report visual confirmation they have passed each other.

Separation Between an Enroute Aircraft and Protected Airspace

(6) Subject to (7) and (8), unless applying a separation minimum from 821.04 - Lateral and Geographic Separation, 821.06 - ATS Surveillance Separation, 821.43 - CMNPS Separation or 821.44 - RNPC Separation between an enroute aircraft and an aircraft that is holding or conducting an instrument approach procedure, establish vertical separation between the aircraft no later than the time the enroute aircraft is estimated to be 15 minutes from the outer edge of the airspace to be protected for the other aircraft and maintain vertical separation until 15 minutes after the time the enroute aircraft is estimated to have exited that airspace.

(7) In the application of (6), vertical separation may be established no later than the time the enroute aircraft is estimated to be 10 minutes from the outer edge of the airspace to be protected for the other aircraft and be maintained until 10 minutes after the time the enroute aircraft is estimated to have exited that airspace, provided position reports are received from the enroute aircraft at intervals not exceeding 40 minutes.

(8) In the application of (6), instead of applying the 10 minute time period in accordance with (7), vertical separation may be maintained until 5 minutes after the enroute aircraft is estimated to have exited the protected airspace, provided the enroute aircraft has reported over a fix within the protected airspace.

(effective 2025/03/26)

821.04 – Lateral and Geographic Separation

Airspace Overlap

(1) Aircraft are laterally separated provided the following protected airspaces do not overlap:

(a) holding areas;
(b)
- (i) low-level airways, and
- (ii) the airspace to be protected, including additional protected airspace for change of direction in accordance with (4), for:
  - (A) high-level airways, and
  - (B) off-airway tracks; and
(c) initial, intermediate, final, missed approach and departure areas.

(2) Aircraft are geographically separated, provided one aircraft is over a fix whose fix tolerance area does not overlap:

(a) the fix tolerance area for other aircraft over different fixes; or
(b) the protected airspace for other aircraft.

(3) An aircraft that is proceeding away from a protected airspace is separated from that airspace when it has crossed a radial that:

(a) provides at least 5 degrees clearance from the area of overlap; and
(b) intersects the track of the traversing aircraft at an angle of at least 45 degrees.

Protected Airspace for Turns

(4) For aircraft turns of 16 degrees or more, protect the overflown side of the track as follows:

(a) for turns of 16 degrees through 90 degrees:
- (i) 14 miles from FL180 to FL230 inclusive, or
- (ii) 17 miles above FL230; or
(b) for turns of 91 degrees through 180 degrees, in addition to the airspace to be protected in accordance with (a), protect the manoeuvring side of the track as follows:
- (i) 28 miles from FL180 to FL230, or
- (ii) 34 miles above FL230.

(effective 2025/03/26)

Vertical Separation Before and After Airspace Overlap

(5) Establish vertical separation between aircraft operating on the same track, or on reciprocal tracks, converging to an area of overlap, no later than the time the second aircraft reaches a point that is separated from the area of overlap by the greater of:

(a) 5 minutes; or
(b) half the applicable longitudinal separation minimum.

(6) Maintain vertical separation between aircraft operating on the same track, or on reciprocal tracks, diverging from an area of overlap, , until at least one of the aircraft reaches a point that is separated from the area of overlap by the greater of:

(a) 5 minutes; or
(b) half the applicable longitudinal separation minimum.

(effective 2025/03/26)

DME Lateral Separation

(7) Apply DME lateral separation using one of the following minima:

(a) between aircraft maintaining specified arcs of the same DME NAVAID:
- (i) 20 miles, or
- (ii) 10 miles, provided both aircraft are 35 miles or less from the DME NAVAID; or
(b) between an aircraft that is maintaining a specified arc of a DME NAVAID and the outer-edge of protected airspace for another aircraft:
- (i) 10 miles, or
- (ii) 5 miles, provided the aircraft maintaining the specified arc is 35 miles or less from the DME NAVAID.

OMNI-Track Separation

(8) Apply OMNI-track separation by establishing aircraft on different specified radials of the same OMNI facility using one of the following minima:

(a) 30 degrees between:
- (i) same direction, departing, outbound aircraft that are 15 miles or less from the facility, or
- (ii) same direction, enroute, outbound aircraft that are 15 miles or less from the facility, provided the aircraft are 3 minutes or more from the facility;
(b) 15 degrees between:
- (i) same direction, outbound aircraft, provided at least one aircraft is more than 15 miles from the facility,
- (ii) same direction, inbound aircraft, provided the second aircraft is more than 15 miles, and 10 minutes or more, from the facility, or
- (iii) opposite direction aircraft, provided:
  - (A) they will pass at a point more than 15 miles from the facility; or
  - (B) the outbound aircraft is more than 15 miles from the facility.

Lateral Separation Where RNP is Specified

(9) 50 miles separation may be applied between the track centre lines of aircraft, provided:

(a) automated conflict prediction is available; and
(b) the aircraft are:
- (i) RNP 10 or RNP 4 certified, and
- (ii) between:
  - (A) FL230 and FL600 in the NCA; or
  - (B) FL270 and FL600 in the ACA.

821.05 – Longitudinal Separation

General

(1) Maintain DCPC with both of the aircraft concerned when applying a distance-based longitudinal separation minimum in this section, except if applying (5)(d).

(2) When applying a distance-based longitudinal minimum in this section, use one of the following methods to determine the distance between the aircraft concerned:

(a) DME reports;
(b) position reports;
(c) the use of ATS surveillance distance measuring tools; or
(d) any combination of the foregoing, provided:
- (i) if only one aircraft is providing DME reports, it is:
  - (A) 10,000 feet ASL or below; or
  - (B) 10 miles or more from the DME NAVAID,
- (ii) the same fix or NAVAID is used for reported distances, and
- (iii) the same fix or NAVAID is used when combining reported distances with the use of ATS surveillance distance measuring tools.

Same Track Separation

(3) Aircraft on the same track may be separated by one of the following time-based minima:

(a) 15 minutes;
(b) 10 minutes, provided position reports are received at intervals not exceeding 40 minutes;
(c) 5 minutes, provided position reports are received at intervals not exceeding 40 minutes and the preceding aircraft is maintaining a speed that is 20 or more knots faster than the succeeding aircraft, between:
- (i) aircraft that have departed from adjacent locations and have reported over the same reporting point,
- (ii) enroute aircraft that have reported over the same reporting point, or
- (iii) a departed aircraft behind an enroute aircraft that has reported over the reporting point serving the point of departure; or
(d) 3 minutes, provided position reports are received at intervals not exceeding 40 minutes and the preceding aircraft is maintaining a speed that is 40 or more knots faster than the succeeding aircraft, between:
- (i) aircraft that have departed from adjacent locations and have reported over the same reporting point,
- (ii) enroute aircraft that have reported over the same reporting point, or
- (iii) a departed aircraft behind an enroute aircraft that has reported over the reporting point serving the point of departure.

(4) Aircraft on the same track may be separated by one of the following distance-based minima:

(a) 20 miles;
(b) 10 miles, provided the preceding aircraft is maintaining a speed that is 20 or more knots faster than the succeeding aircraft and:
- (i) the aircraft have departed from adjacent locations and have reported over the same reporting point,
- (ii) enroute aircraft have reported their distance from the same NAVAID, or the air traffic controller has determined their distance from the same fix, or a combination thereof, or
- (iii) a departed aircraft behind an enroute aircraft has reported over the reporting point serving the point of departure; or
(c) 5 miles, provided the preceding aircraft is maintaining a speed that is 40 or more knots faster than the succeeding aircraft between:
- (i) aircraft that have departed from adjacent locations and have reported over the same reporting point,
- (ii) enroute aircraft that have reported their distance from the same NAVAID, or had their distance from the same fix determined by the air traffic controller, or a combination thereof, or
- (iii) a departed aircraft behind an enroute aircraft that has reported over the reporting point serving the point of departure.

(5) Separate aircraft on the same track, while vertical separation does not exist, by one of the following minima:

(a) a minimum specified in (3) or (4);
(b) 5 minutes, provided:
- (i) the altitude change is commenced not later than 10 minutes after the succeeding aircraft has reported over the reporting point used by the preceding aircraft,
- (ii) the preceding aircraft is descending through the altitude of the succeeding aircraft or the succeeding aircraft is climbing through the altitude of the preceding aircraft, and
- (iii) the vertical separation at the time of commencement of change is 4,000 feet or less;
(c) 10 miles, provided the preceding aircraft is descending through the altitude of the succeeding aircraft or the following aircraft is climbing through the altitude of the leading aircraft; or
(d) If DCPC is not established, 10 miles, provided:
- (i) the preceding aircraft is 20 or more knots faster than the succeeding aircraft,
- (ii) the preceding aircraft is descending through the altitude of the succeeding aircraft or the succeeding aircraft is climbing through the altitude of the preceding aircraft,
- (iii) the vertical separation at the commencement of change is 4,000 feet or less, and
- (iv) the position of the preceding aircraft is determined before that of the succeeding aircraft.

Crossing Track Separation

(6) Aircraft on crossing tracks may be separated by one of the following minima:

(a) 15 minutes;
(b) 10 minutes, provided position reports are received at intervals not exceeding 40 minutes;
(c) 20 miles, provided the tracks cross at the fix used to determine the distance between the aircraft; or
(d) 10 miles, provided the preceding aircraft is maintaining a speed that is 20 or more knots faster than the succeeding aircraft and the tracks cross at the fix used to determine the distance between the aircraft.

Longitudinal Separation Without Using ADS-C Where RNP is Specified

(7) Aircraft on the same track may be separated by 50 miles provided:

(a) the aircraft are RNP 10 or RNP 4 certified;
(b) both aircraft report distances in relation to the same waypoint using VHF or UHF voice;
(c) action is taken to establish communication within 3 minutes if either aircraft fails to report its position; and
(d) another form of separation is applied if, following the action taken in accordance with (c), communication is not established within 8 minutes of the time the position report should have been received.

Longitudinal Separation Using ADS-C Where RNP is Specified

(8) Aircraft on the same or crossing tracks may be separated by 50 miles, provided:

(a) the relative angle between the tracks is less than 90 degrees;
(b) ADS-C periodic contracts are established with both aircraft with a maximum reporting interval of 27 minutes;
(c) the aircraft are RNP 10 or RNP 4 certified;
(d) the communications systems meet the RCP240 specification; and
(e) the ADS-C system meets the RSP180 specification.

(9) Aircraft on the same or crossing tracks may be separated by 30 miles, provided:

(a) the relative angle between the tracks is less than 90 degrees;
(b) ADS-C periodic contracts are established with both aircraft with a maximum reporting interval of 12 minutes;
(c) the aircraft are RNP 4 or RNP 2 certified;
(d) the communications system meets the RCP240 specification; and
(e) the ADS-C system meets the RSP180 specification.

(10) Aircraft on the same or crossing tracks may be separated by 5 minutes provided:

(a) the relative angle between the tracks is less than 90 degrees;
(b) ADS-C periodic contracts are established with both aircraft with a maximum reporting interval of 14 minutes;
(c) the aircraft are RNP 4, RNP 2 or RNP 10 certified;
(d) the communications systems meets the RCP240 specification; and
(e) the ADS-C system meets the RSP180 specification.

821.06 – ATS Surveillance Separation

Application

(1) ATS surveillance separation may be applied between two aircraft provided:

(a) both aircraft are identified, except as specified in (3) and (4); and
(b) direct communication using VHF or UHF voice has been established with at least one of the aircraft, except as specified in (7).

(2) If the air traffic controller is using a system that generates PPSs by processing data from one or more ATS surveillance sources, the system is considered to be:

(a) a Category A ATS surveillance source provided:
- (i) it has been demonstrated that the positional accuracy of the PPSs generated by the system is equivalent to, or better than, those generated by a serviceable Category A ATS surveillance source; and
- (ii) the maximum time between position updates on the situation display is 5 seconds; or
(b) a Category B ATS surveillance source provided:
- (i) it has been demonstrated that the positional accuracy of the PPSs generated by the system is equivalent to, or better than, those generated by a serviceable Category B ATS surveillance source; and
- (ii) the maximum time between position updates on the situation display is 12 seconds.

(effective 2025/03/26)

(3) ATS surveillance separation may be applied between an IFR or CVFR aircraft being provided ATS surveillance services and an IFR or CVFR aircraft that is taking-off or executing a missed approach, provided:

(a) the departing or missed approach aircraft will be identified within 1 mile of the end of the runway;
(b) ATS surveillance separation will be established at that point;
(c) continuing separation from all known IFR or CVFR aircraft will be assured; and
(d) only Category A ATS surveillance sources are used to determine the positions of PPSs on the situation display.

(4) ATS surveillance separation may be applied between an identified aircraft and an aircraft that is not identified, provided:

(a) one aircraft is cleared to climb or descend through the altitude of the other;
(b) the performance of the primary radar system is adequate and primary radar targets are being displayed;
(c) the extremity of reliable primary radar coverage is at least 10 miles further from the location of the primary radar than where this separation is applied;
(d) the non-identified aircraft is a type that can be expected to give an adequate primary radar return in the airspace in which the separation is being applied;
(e) if both aircraft are proceeding in the same direction, the identified aircraft is vectored, before climb or descent, to the extent necessary to ensure its target has not obscured that of the non-identified aircraft; and
(f) ATS surveillance separation is maintained from all observed targets until another form of separation is established from the non-identified aircraft.

(5) Apply ATS surveillance separation by ensuring PPSs do not touch or overlap, and, except when applying (6)(g), that the specified minimum is maintained between:

(a) the centres of two PPSs; or
(b) the centre of a PPS and:
- (i) the edge of airspace to be protected for another aircraft,
- (ii) the edge of airspace from which separation is required, or
- (iii) the presumed position of the other aircraft, if applying (4).

ATS Surveillance Separation Minima

(6) Separate aircraft using ATS surveillance, unless (16) is being applied, by using one of the following minima:

(a) 10 miles if the position of either PPS on the situation display is determined solely or partly using a Category C ATS surveillance source;
(b) 5 miles provided:
- (i) the position of either PPS on the situation display is determined solely or partly using a Category B ATS surveillance source, and
- (ii) no Category C ATS surveillance sources are used, solely or partly, to determine the position of either PPS on the situation display;
(c) 3 miles, provided:
- (i) a terminal control service is provided,
- (ii) only Category A ATS surveillance sources are used to determine the positions of the PPSs on the situation display,
- (iii) a maximum radius of 60 miles is displayed if using a circular situation display,
- (iv) a maximum range of 120 miles from left to right is displayed if using a rectangular situation display, and
- (v)
  - (A) altitude readouts for both aircraft are displayed; or
  - (B) both aircraft are at or below 15,000 feet ASL,
(d) 3 miles where a terminal control service is not normally provided, provided:
- (i) the sector is adjacent to a sector that provides terminal control service,
- (ii) the sector is not combined with any other sector that does not meet (i), (vii) and (viii),
- (iii) both aircraft are transiting to or from an adjacent sector that provides terminal control service,
- (iv) a maximum radius of 60 miles is displayed if using a circular situation display,
- (v) a maximum range of 120 miles from left to right is displayed if using a rectangular situation display,
- (vi)
  - (A) altitude readouts for both aircraft are displayed and both aircraft are at or below FL230; or
  - (B) the altitude readout for one or both aircraft is not displayed and both aircraft are at or below 15,000 feet ASL,
- (vii) the performance of the ATS surveillance and display systems is equivalent to the systems in the adjacent sector where terminal control service is provided,
- (viii) the communication equipment meets the same requirements as the equipment in the adjacent sector where terminal control service is provided, and
- (ix) only the following types of ATS surveillance sources are used to determine the positions of the PPSs on the situation display:
  - (A) MLAT; or
  - (B) Category A surveillance sources, provided neither aircraft is further than 80 miles from a Category A sensor location;
(e) 2.5 miles between aircraft established on the same final approach course within 10 miles of the landing runway, provided:
- (i) the leading aircraft is not a super or a heavy,
- (ii) the following aircraft's wake turbulence weight category is the same or heavier than that of the leading aircraft,
- (iii) the runway is not contaminated, and
- (iv) only Category A ATS surveillance sources are used to determine the positions of the PPSs on the situation display;
(f) 1 mile, provided:
- (i) at least one of the aircraft is VFR,
- (ii) if using a circular situation display, a maximum radius of 40 miles is displayed,
- (iii) if using a rectangular situation display, a maximum range of 80 miles from left to right is displayed,
- (iv) altitude readouts are displayed for both aircraft, and:
  - (A) if more than one ATS surveillance source is used to determine the positions of the PPSs on the situation display, the maximum range this service is provided does not exceed 120 miles from the site of any radar used to determine the positions of the PPSs on the situation display; or
  - (B) if a single radar source is used to determine the position of the PPSs on the situation display, the maximum range this service is provided does not exceed 60 miles from the RSE, and
- (v) only Category A ATS surveillance sources are used to determine the positions of the PPSs on the situation display; or
(g) target resolution, provided:
- (i) at least one of the aircraft is VFR,
- (ii) if using a circular situation display, a maximum radius of 40 miles is displayed,
- (iii) if using a rectangular situation display, a maximum range of 80 miles from left to right is displayed,
- (iv) altitude readouts are displayed for both aircraft, except, if this service is being provided by an airport air traffic controller, altitude readouts are not required if both aircraft are at or below 3,000 feet Above Aerodrome Elevation,
- (v) PPS size is selected at 2 or greater,
- (vi) the maximum range this service is provided does not exceed 60 miles from the RSE, unless MLAT is used, and
- (vii) a single Category A ATS surveillance source is used to determine the position of the PPSs on the situation display.

ATS Surveillance Separation Without VHF or UHF Voice

(7) Subject to (8), ATS surveillance separation may be applied between aircraft without establishing direct communication using VHF or UHF voice, provided:

(a) no Category C ATS surveillance sources are used to determine the positions of the PPSs on the situation display;
(b) the aircraft are RNP 4 or RNP 2 certified;
(c) the communication systems meet the RCP240 specification and communication is established with at least one of the aircraft;
(d) an alternate means of communication is available, that allows separation to be re-established or another form of separation to be established within 9 minutes, in the event the normal means of communication fails and separation is no longer assured;
(e) automated route conformance monitoring will generate an alert if either aircraft deviates 3 miles or more from its cleared route;
(f) immediate action is taken to ensure separation in the event of a lateral deviation alert;
(g) a separation minimum from (8) is applied; and
(h) neither of the aircraft is vectored.

(8) In the application of (7), separate aircraft by using one of the following minima:

(a) 19 miles laterally between aircraft following:
- (i) parallel or non-intersecting tracks, or
- (ii) intersecting tracks.
(b) 17 miles longitudinally between aircraft following the same or crossing tracks, provided the relative angle between the tracks is less than 90 degrees;
(c) 14 miles longitudinally between aircraft following the same or crossing tracks, provided the relative angle between the tracks is less than 45 degrees; or
(d) 5 miles longitudinally between opposite direction aircraft on reciprocal tracks, that have passed.

Separation Between Aircraft on Reciprocal Tracks

(9) Maintain vertical separation between aircraft on reciprocal tracks until they are observed using ATS surveillance to have passed each other and:

(a) are 5 miles apart except as specified in (b) or (c);
(b) are 3 miles apart, provided no Category C ATS surveillance source is used, solely or partly, to determine the position of either PPS on the situation display, except as specified in (c); or
(c) target resolution exists, provided only a single Category A ATS surveillance source is used to determine the positions of the PPSs on the situation display, and:
- (i) altitude readouts are displayed for both aircraft, or
- (ii) both aircraft are at or below 15,000 feet ASL.

Separation from Airspace

(10) Separate aircraft from the boundary of adjoining airspace in which ATS surveillance separation is being provided in accordance with the following table:

If using:	And If:	And If:	Separation Required:
Category A or B ATS surveillance source	Adjoining airspace is controlled with a Category A or B ATS surveillance source	n/a	2.5 miles
Category A ATS surveillance source	Adjoining airspace is controlled with Category A ATS surveillance source	Terminal control service is being provided; A maximum radius of 60 miles is displayed on a circular situation display, or 120 miles from left to right on a rectangular situation display; and (a) an altitude read-out is displayed for the aircraft; or (b) the aircraft is at or below 15,000 feet ASL.	1.5 mile
Category A, B or C ATS surveillance source	n/a	n/a	5 miles
Category A ATS surveillance source	Adjoining airspace is controlled with Category B or C ATS surveillance source	Terminal control service is being provided; A maximum radius of 60 miles is displayed on a circular situation display or 120 miles from left to right is displayed on a rectangular situation display; and (a) an altitude read-out is displayed for the aircraft; or (b) the aircraft is at or below 15,000 feet ASL.	3 miles

(11) Except as specified in (12), separate an aircraft being provided air traffic control service using ATS surveillance from the boundary of airspace in which ATS surveillance separation is not being provided, from the boundary of a Class F restricted area, or from the boundary of airspace temporarily restricted by the Minister in relation to an aviation-based activity, by one of the following minima (N):

(a) 10 miles, if a Category C ATS surveillance source is used solely or in part to determine the position of either PPS on the situation display;
(b) 5 miles, if:
- (i) the position of either PPS on the situation display is determined solely or partly using a Category B ATS surveillance source; and
- (ii) no Category C ATS surveillance sources are used, solely or partly, to determine the position of either PPS on the situation display; or
(c) 3 miles, provided:
- (i) a terminal control service is provided;
- (ii) a maximum radius of 60 miles is displayed if using a circular situation display,
- (iii) a maximum range of 120 miles from left to right is displayed if using a rectangular situation display,
- (iv)
  - (A) an altitude readout is displayed for the aircraft, or
  - (B) the aircraft is at or below 15,000 feet ASL, and
- (v) only Category A ATS surveillance sources are used to determine the positions of the PPSs on the situation display.

Note: Separation from a forest fire area defined by NOTAM is applied in accordance with (13).

(12) Separation from the boundary of airspace temporarily restricted by the Minister in relation to aviation-based activities is not required if:

(a) the ATS unit has been identified in the associated NOTAM as having the authority to approve aircraft to enter the temporarily restricted airspace; and
(b) separation is applied between non-participating aircraft and the aviation-based activities in accordance with the conditions specified by the Minister when the temporarily restricted airspace was established.

(13) Except as specified in (14), separate an aircraft being provided air traffic control service using ATS surveillance from the boundary of an active Class F advisory area, from a forest fire area identified by NOTAM, or airspace temporarily restricted by the Minister in relation to activities, other than aviation-based activities, by one of the following minima:

(a) 5 miles, if a Category C ATS surveillance source is used, solely or partly, to determine the position of the PPS on the situation display; or
(b) by ensuring the PPS does not penetrate the airspace or area, if no Category C ATS surveillance source is used, solely or partly, to determine the position of the PPS on the situation display.

(14) Separation from the boundary of airspace temporarily restricted by the Minister in relation to activities, other than aviation-based activities, is not required if:

(a) the ATS unit has been identified in the associated NOTAM as having the authority to approve aircraft to enter the temporarily restricted airspace;
(b) the user agency identified in the associated NOTAM confirms that no activities potentially hazardous to flights will take place while aircraft are permitted to operate in the temporarily restricted airspace; and
(c) aircraft are cleared to enter and operate within the temporarily restricted airspace in accordance with the conditions specified by the Minister when the temporarily restricted airspace was established.

Obstruction Clearance

(15) Separate aircraft from a prominent obstruction by one of the following minima:

(a) 5 miles, where the position of the prominent obstruction is indicated on the situation display; or
(b) 3 miles, provided:
- (i) terminal control service is being provided,
- (ii) if using a circular situation display, a maximum radius of 60 miles is displayed,
- (iii) if using a rectangular situation display a maximum range of 120 miles from left to right is displayed,
- (iv) the prominent obstruction is enclosed within a buffer on the situation display, and
- (v) only Category A ATS surveillance sources are used to determine the position of the PPS on the situation display.

Initial Departure Clearances

(16) Unless applying (4), base the initial departure clearance on non-ATS surveillance separation minima and published routes, to provide for an ATS surveillance or communication failure.

Departure Versus Arrival

(17) Subject to (18), an aircraft may be cleared to depart in a direction which differs by 45 degrees or more from the reciprocal of the track of an arriving aircraft, provided:

(a) the arriving aircraft is on final approach;
(b) the arriving aircraft is identified;
(c) only Category A ATS surveillance sources are used to determine the positions of the PPSs on the situation display;
(d) separation from the specified missed approach course is assured immediately after take-off; and
(e) the arriving aircraft will not carry out a circling procedure.

(18) In the application of (17), one of the following conditions must be met:

(a) the departing aircraft is airborne when the arriving aircraft is not less than 2 miles from the threshold of the landing runway;
(b) the departing aircraft has commenced its take-off roll when the arriving aircraft is not less than 2 miles from the threshold of the landing runway, provided, within 1 minute after take-off, separation will increase to a minimum of:
- (i) 3 miles, provided a terminal control service is being provided and, if using a circular situation display, a maximum radius of 60 miles is displayed or if using a rectangular situation display, a maximum range of 120 miles from left to right is displayed, or
- (ii) 5 miles; or
(c) if intersecting runways are used, the departing aircraft has crossed the centre line of the landing runway when the arriving aircraft is not less than:
- (i) 2 miles from the threshold of the landing runway, or
- (ii) 2 miles from the intersection of the departure and landing runways, provided the airport air traffic controller is able to confirm visually, or through the use of ATS surveillance, the position of the departing aircraft in relation to the intersection; or
(d) if interacting runways are used, and:
- (i) if the extended runway centre lines cross, the departing aircraft has crossed the extended runway centre line of the landing runway when the arriving aircraft is not less than 2 miles from the point where the extended runway centre lines cross; or
- (ii) if the extended runway centre line of either runway crosses the runway centre line of the other runway, the departing aircraft has passed the crossing point when the arriving aircraft is not less than 2 miles from the crossing point.

(effective 2025/03/26)

(19) An aircraft may be cleared to depart from a runway that is parallel to a runway being used by an arriving aircraft, provided a terminal control service is being provided and:

(a) the aircraft are informed that simultaneous operations are in effect;
(b) the arriving aircraft is landing in the same direction being used for take-off by the departing aircraft and is making either a straight-in or visual approach which is being monitored using ATS surveillance;
(c) the departing aircraft is assigned a heading that diverges immediately after take-off by 30 degrees or more from the missed approach of the arriving aircraft;
(d) the departing aircraft will be identified within 1 mile of the runway;
(e) only Category A ATS surveillance sources are used to determine the positions of the PPSs on the situation display;
(f) if using a circular situation display, a maximum radius of 60 miles is displayed;
(g) if using a rectangular situation display, a maximum range of 120 miles from left to right is displayed;
(h) neither the departing aircraft nor a missed approach aircraft is cleared nor permitted to turn toward the flight path of the other, unless another form of separation has been established;
(i) if the runway thresholds are even, the runway centre lines are 2,500 feet or more apart; and
(j) if the runway thresholds are staggered and:
- (i) if the arriving aircraft is approaching the nearer runway, the required distance between runway centre lines may be 100 feet less than 2,500 feet for each 500 feet that the thresholds are staggered, or
- (ii) if the arriving aircraft is approaching the farther runway, the required distance between runway centre lines must be 100 feet more than 2,500 feet for each 500 feet that the thresholds are staggered.

Simultaneous Departures

(20) An aircraft may be cleared to depart from a runway that is parallel to a runway being used by another departing aircraft, provided a terminal control service is being provided and:

(a) the runway centre lines are 2,500 feet or more apart;
(b) except as specified in (21), both aircraft will follow assigned tracks that diverge by 15 degrees or more immediately after take-off;
(c) both aircraft will be identified within 1 mile of the runway used for take-off;
(d) only Category A ATS surveillance sources are used to determine the positions of the PPSs on the situation display;
(e) if a circular situation display is used, a maximum radius of 60 miles is displayed;
(f) if a rectangular situation display is used, a maximum range of 120 miles from left to right is displayed; and
(g) neither aircraft is cleared nor permitted to turn towards the departure path of the other unless another form of separation has been established.

(21) In the application of (20), an aircraft may be cleared to depart from a runway that is parallel to a runway being used by another departing aircraft following tracks that diverge by less than 15 degrees provided a terminal control service is being provided and:

(a) both aircraft are given instructions to ensure their tracks diverge by 10 degrees or more immediately after departure; and
(b) if a heading is assigned to one aircraft and a track to the other, drift correction is applied to the assigned heading to ensure the required 10 degree track divergence.

(22) Aircraft may be simultaneously cleared to depart from parallel or interacting runways, provided a terminal control service is being provided and:

(a) if interacting runways are used, the runway centre lines diverge by 15 degrees or more;
(b) both aircraft will be identified within 1 mile of the runway used for take-off;
(c) only Category A ATS surveillance sources are used to determine the positions of the PPSs on the situation display;
(d) if using a circular situation display, a maximum radius of 60 miles is displayed;
(e) if using a rectangular situation display, a maximum range of 120 miles from left to right is displayed;
(f) applicable wake turbulence separation is applied; and
(g) neither aircraft is cleared nor permitted to turn towards the other unless another form of separation has been established.

Successive Departures

(23) A succeeding aircraft may be cleared to depart while another aircraft is departing from an intersecting runway, provided a terminal control service is being provided and:

(a) the runway centre lines diverge by 15 degrees or more;
(b) the preceding aircraft has passed the point of the runway intersection;
(c) applicable wake turbulence separation is applied;
(d) both aircraft will be identified within 1 mile of the runways used for take-off;
(e) only Category A ATS surveillance sources are used to determine the positions of the PPSs on the situation display;
(f) if a circular situation display is used, a maximum radius of 60 miles is displayed;
(g) if a rectangular situation display is used, a maximum range of 120 miles from left to right is displayed; and
(h) neither aircraft is cleared nor permitted to turn towards the departure path of the other unless another form of separation has been achieved.

(24) Separate successive aircraft departing from the same runway, or parallel runways that are separated by less than 2,500 feet, by 1 mile, provided a terminal control service is being provided and:

(a) both aircraft will be identified within 1 mile of the end of the runway or runways used for take-off;
(b) only Category A ATS surveillance sources are used to determine the positions of the PPSs on the situation display;
(c) if using a circular situation display, a maximum radius of 60 miles is displayed;
(d) if using a rectangular situation display, a maximum range of 120 miles from left to right is displayed;
(e) both aircraft are assigned tracks that diverge immediately after take-off as follows:
- (i) if the speed of the succeeding departing aircraft will exceed that of the preceding departing aircraft:
  - A. the preceding departing aircraft is turned such that its track diverges by 30 degrees or more from the planned track of the succeeding departing aircraft;
  - B. if both aircraft will be turned in the same direction, the turn issued to the succeeding departing aircraft will not exceed the turn issued to the preceding departing aircraft; and
    
    (effective 2025/03/26)
  - C. the succeeding departing aircraft is not cleared to depart until the preceding departing aircraft has commenced the turn, or
- (ii) if the speed of the succeeding departing aircraft will not exceed that of the preceding departing aircraft, either aircraft is turned 15 degrees or more, or both aircraft are turned immediately after take-off such that the sum of the turns equals 15 degrees or more;
(f) successive departing aircraft maintain the track divergence specified in accordance with (e) until another form of separation has been established;
(g) if the aircraft depart from parallel runways, neither aircraft is cleared nor permitted to turn towards the departure path of the other, unless another form of separation has been established; and
(h) applicable wake turbulence separation is applied.

Category II and III ILS Approaches

(25) An aircraft may be cleared for a Category II or III ILS approach provided:

(a) at least 5 miles separation will be maintained between the aircraft and any other aircraft on approach to the same runway;
(b) at least 4 miles separation will be maintained between the aircraft and any aircraft that departs from its landing runway;
(c) separation, other than visual separation, is maintained from all other IFR aircraft and from CVFR aircraft; and
(d) no vehicles or aircraft will be within the ILS critical area from the time the aircraft reaches the final approach fix until it lands or commences a missed approach.

Simultaneous Independent Parallel Instrument Approaches

(26) Aircraft may be cleared for simultaneous parallel straight-in ILS approaches, provided:

(a) simultaneous independent parallel ILS approaches have been approved at the location;
(b) the NTZ is depicted on the situation displays used by the Arrival and Monitor Controllers;
(c) only Category A ATS surveillance sources are used to determine the positions of the PPSs on the situation displays;
(d) the Arrival Controller:
- (i) vectors each aircraft:
  - (A) to provide a minimum of 1 mile of straight and level flight prior to final approach course interception; and
  - (B) to intercept the final approach course, at an angle of 30 degrees or less, and at a point 2 miles or more from where final descent will begin,
- (ii) provides a minimum of 1,000 feet vertical or 3 miles separation until both aircraft are within their normal operating zones and established on their respective localizers, and
- (iii) applies appropriate separation from other IFR or CVFR aircraft except for aircraft established on the parallel localizer and within the NOZ for the parallel runway (N); and
  
  Note 1: Aircraft established on a final approach course are considered separated from aircraft established on an adjacent final approach course, provided it is apparent that neither aircraft is on a track that will cause it to enter the NTZ.
  
  Note 2: When aircraft are considered separated, no additional form of controller-applied or pilot-applied separation is required.
(e) the Monitor Controller:
- (i) monitors all simultaneous independent approaches,
- (ii) maintains a listening watch on the appropriate airport control frequencies,
- (iii) considers the aircraft to be the centre of the PPS,
- (iv) issues necessary instructions and information, on the appropriate airport control or dedicated frequency, so as to ensure aircraft remain within the applicable NOZ as follows:
  - (A) when an aircraft is observed to overshoot a turn-on or approach the edge of the NOZ, immediately vectors the aircraft back to the centre line of the runway of intended landing and provides position information;
  - (B) when an aircraft is observed to continue on a track which will penetrate the NTZ, immediately vectors the aircraft back to the centre line; or
  - (C) when it is observed that an aircraft has penetrated or is about to penetrate the NTZ, immediately:
    - (I) issues instructions to the aircraft on the parallel localizer to alter its heading so as to avoid the deviating aircraft, and
    - (II) co-ordinates, as appropriate, to accommodate any probable missed approach; and
- (v) terminates monitoring, if:
  - (A) visual separation is applied;
  - (B) the aircraft reports the runway in sight; or
  - (C) the aircraft is observed to be 1 mile from the runway threshold.

(27) Subject to (28), (26) may be applied with any combination of a Precision Approach (PA), Approach Procedure with Vertical Guidance (APV) or RNP AR Approach, provided:

(a) the requirements specified in (26) in relation to localizers are applied in relation to final approach courses for aircraft not conducting an ILS;
(b) the nominal tracks of the missed approach procedures diverge by 30 degrees or more; and
(c) the NTZ is:
- (i) established equidistant between the extended runway centre lines, and
- (ii) depicted on the situation display.

(28) In the application of (27), the arrival controller is not required to vector an aircraft that is established on an RNP AR Approach provided:

(a) the aircraft is established on the RNP AR Approach prior to a designated point that ensures at least 3 miles horizontal separation from the adjacent parallel approach;
(b) an aircraft cleared for an approach to the adjacent parallel runway is vectored to intercept the final approach course, or established on an RNP AR approach, prior to a designated point that ensures at least 3 miles horizontal separation from the final approach course of the aircraft referred to in (a); and
(c) the designated points referred to in (a) and (b) are readily apparent to both the Arrival and Monitor Controllers.

Simultaneous Dependent Parallel Instrument Approaches

(29) Aircraft may be cleared for simultaneous parallel straight-in ILS approaches, provided:

(a) simultaneous dependent parallel ILS approaches have been approved at the location;
(b) only Category A ATS surveillance sources are used to determine the positions of the PPSs on the situation display; and
(c) the Arrival Controller:
- (i) vectors each aircraft to intercept the final approach course at an angle of 30 degrees or less, and at a point 2 miles or more from where final descent will begin for a straight-in landing,
- (ii) provides a minimum of 1,000 feet vertical or 3 miles separation until both aircraft are established inbound on their respective localizers,
- (iii) provides a minimum of 1.5 miles separation diagonally between successive aircraft on adjacent localizer courses when runway centre lines are at least 2,500 feet, but no more than 4,300 feet apart, and
- (iv) provides a minimum of 2 miles separation diagonally between successive aircraft on adjacent localizer courses when runway centre lines are more than 4,300 feet, but no more than 9,000 feet apart.

(30) (29) may be applied with any combination of a Precision Approach (PA), Approach Procedure with Vertical Guidance (APV) or RNP AR Approach, provided:

(a) the requirements specified in (29) in relation to localizers are applied in relation to final approach courses for aircraft not conducting an ILS; and
(b) the nominal tracks of the missed approach procedures diverge by 30 degrees or more.

Simultaneous Arrivals

(31) An aircraft may be cleared for a precision instrument approach while another aircraft is simultaneously conducting a precision instrument approach to a converging or intersecting runway, provided:

(a) only Category A ATS surveillance sources are used to determine the positions of the PPSs on the display; and
(b) ATS surveillance separation is maintained until:
- (i) one aircraft has landed,
- (ii) the airport air traffic controller is able to apply visual separation, or
- (iii) another form of separation is established.

(effective 2025/03/26)

Sections 821.07 to 821.39 reserved

821.40 – Wake Turbulence Separation

Application

(1) In the application of (3), (5), (6), (7), (8) and (16), consider the wake turbulence weight category of:

(a) the preceding aircraft to be heavy if it is a:
- (i) Boeing 757; or
- (ii) motorized aircraft and the succeeding aircraft is a hang glider or a balloon; and
(b) the succeeding aircraft to be light if it is an ultralight aircraft, a hang glider or a balloon.

(2) In the application of (9), consider the wake turbulence weight category of the:

(a) other aircraft to be heavy if it is a:
- (i) Boeing 757; or
- (ii) motorized aircraft and the departing aircraft is a hang glider or a balloon; and
(b) departing aircraft to be light if it is an ultralight aircraft, a hang glider or a balloon.

(3) Subject to (1) and (4):

(a) use the following table to determine if a take-off clearance can be issued without waiting for the applicable time specified in the table in (5), (6), (7) or (8) to elapse:

Yes, in the application of sub-section	If wake turbulence weight category of the preceding aircraft is	and if the wake turbulence weight category of the succeeding aircraft is
821.40(5)	Super	Super or Heavy
821.40(5)	Heavy	Heavy
821.40(6)	Super	Super or Heavy
	Heavy	Heavy
	Medium	Light
821.40(7)	Super	Super or Heavy
821.40(7)	Heavy	Heavy
821.40(8)	Medium	Light

; and

(b) use the following table to determine if a take-off clearance can be issued without waiting for the applicable time specified in the table in (9) to elapse:

Yes, in the application of sub-section	If wake turbulence weight category of the other aircraft is	and if the wake turbulence weight category of the departing aircraft is
821.40(9)	Super	Super or Heavy
	Heavy	Heavy
	Medium	Light

(4) In the application of (3), the pilot of the succeeding or departing aircraft must:

(a) be advised of the position and aircraft type of the preceding or other aircraft; and
(b) confirm that wake turbulence separation is not required; and
(c) be advised about the possibility of wake turbulence at the same time the take-off clearance is issued.

(effective 2025/03/26)

Aircraft Departing the Same Airport

(5) Unless (3) is being applied, subject to (6), and except as specified in (10), if an aircraft will take off from the same runway, or a parallel runway where the centre lines of the parallel runways are less than 2,500 feet apart, as a preceding departing aircraft, then use the following table to determine the minimum amount of time that must elapse before permitting the succeeding aircraft to take off:

Minimum	Wake turbulence weight category of preceding departing aircraft	Wake turbulence weight category of succeeding departing aircraft
3 minutes	Super	Medium or Light
2 minutes	Super	Super or Heavy
2 minutes	Heavy	Heavy, Medium or Light

(6) In the application of (5), if a departing aircraft will start its take-off roll from an intersection or other point significantly further along the runway, in the direction of take-off, than the preceding aircraft that took off from the same runway, or there is reason to believe that rotation may occur beyond the rotation point of the preceding aircraft that took off from the same runway, then use the following table to determine the minimum amount of time that must elapse before permitting the succeeding aircraft to take off:

Minimum	Wake turbulence weight category of preceding aircraft	Wake turbulence weight category of succeeding aircraft
4 minutes	Super	Super, Heavy, Medium or Light
3 minutes	Heavy	Heavy, Medium or Light
3 minutes	Medium	Light

(7) Unless (3) is being applied and except as specified in (12), if the projected flight paths will cross after an aircraft takes off behind another aircraft that has taken off or is flying a low or missed approach on an intersecting or interacting runway, or a parallel runway where the centre lines of the parallel runways are 2,500 feet or more apart, then use the following table to determine the minimum amount of time that must elapse before permitting the succeeding aircraft to take off (N):

Minimum	Wake turbulence weight category of preceding aircraft	Wake turbulence weight category of succeeding aircraft
3 minutes	Super	Medium or Light
2 minutes	Super	Super or Heavy
2 minutes	Heavy	Heavy, Medium or Light

Note: This separation is only required if the projected flight path of the succeeding aircraft will cross the projected flight path of the preceding aircraft at the same altitude or less than 1,000 feet below the altitude of the preceding aircraft at the crossing point.

(8) Unless (3) is being applied and except as specified in (12), if the projected flight paths will cross after an aircraft takes off behind another aircraft that has taken off or is flying a low or missed approach on an intersecting or interacting runway, then use the following table to determine the minimum amount of time that must elapse before permitting the succeeding aircraft to take off (N):

Minimum	Wake turbulence weight category of preceding aircraft	Wake turbulence weight category of succeeding aircraft
2 minutes	Medium	Light

(9) Unless (3) is being applied and except as specified in (13), if a departing aircraft will use the same runway, or a parallel runway where the centre lines of the parallel runways are less than 2,500 feet apart, after another aircraft has overflown the runway in the same or opposite direction, then use the following table to determine the minimum amount of time that must elapse before permitting the departing aircraft to take off:

Minimum	Wake turbulence weight category of preceding overflying aircraft	Wake turbulence weight category of succeeding departing aircraft
4 minutes	Super	Super, Heavy, Medium or Light
3 minutes	Heavy	Heavy, Medium or Light
3 minutes	Medium	Light

(10) Subject to (11), if an automated tool is used to detect the aircraft wake turbulence groups and display the required spacing between aircraft, and if an aircraft will take off from the same runway, or a parallel runway where the centre lines of the parallel runways are less than 2,500 feet apart, as a preceding departing aircraft, then the following table, rather than the table in (5), may be used to determine the minimum amount of time that must elapse before permitting the succeeding aircraft to take off:

Minimum	Wake turbulence group of preceding departing aircraft	Wake turbulence group of succeeding departing aircraft
180 seconds	A	G
160 seconds	A	E or F
140 seconds	A	D
140 seconds	B	G
120 seconds	A	C
	B	E or F
	C or D	G
100 seconds	A	B
	B	D
	C	E or F
	E	G
80 seconds	C	D

(11) In the application of (10), if a departing aircraft will start its take-off roll from an intersection or other point significantly further along the runway, in the direction of take-off, than the preceding aircraft that took off from the same runway, or there is reason to believe that rotation may occur beyond the rotation point of the preceding aircraft that took off from the same runway, then the following table, rather than the table in (6), may be used to determine the minimum amount of time that must elapse before permitting the succeeding aircraft to take off:

Minimum	Wake turbulence group of preceding departing aircraft	Wake turbulence group of succeeding departing aircraft
240 seconds	A	G
220 seconds	A	E or F
200 seconds	A	D
200 seconds	B	G
180 seconds	A	C
	B	E or F
	C or D	G
160 seconds	A	B
	B	D
	C	E or F
	E	G
140 seconds	C	D

(12) If an automated tool is used to detect the aircraft wake turbulence groups and display the required spacing between aircraft, and if the projected flight paths will cross after an aircraft takes off behind another aircraft that has taken off or is flying a low or missed approach on an intersecting or interacting runway, or a parallel runway where the centre lines of the parallel runways are 2,500 feet or more apart, then the following table, rather than the table in (7), may be used to determine the minimum amount of time that must elapse before permitting the succeeding aircraft to take off (N):

Minimum	Wake turbulence group of preceding aircraft	Wake turbulence group of succeeding aircraft
180 seconds	A	G
160 seconds	A	E or F
140 seconds	A	D
140 seconds	B	G
120 seconds	A	C
	B	E or F
	C or D	G
100 seconds	A	B
	B	D
	C	E or F
	E	G
80 seconds	C	D

(13) If an automated tool is used to detect the aircraft wake turbulence groups and display the required spacing between aircraft, and if a departing aircraft will use the same runway, or a parallel runway where the centre lines of the parallel runways are less than 2,500 feet apart, after another aircraft has overflown the runway in the same or opposite direction, then the following table, rather than the table in (9), may be used to determine the minimum amount of time that must elapse before permitting the departing aircraft to take off:

Minimum	Wake turbulence group of preceding overflying aircraft	Wake turbulence group of succeeding departing aircraft
240 seconds	A	G
220 seconds	A	E or F
200 seconds	A	D
200 seconds	B	G
180 seconds	A	C
	B	E
	C or D	G
160 seconds	A	B
	B	D
	C	E or F
	E	G
140 seconds	C	D

(effective 2025/03/26)

Aircraft Departing Adjacent Airports

(14) If an IFR aircraft departing from an adjacent airport will cross behind and less than 1,000 feet below a preceding IFR aircraft that is in a heavier wake turbulence weight category, then apply 2 minutes separation at the point of flight path intersection.

(effective 2025/03/26)

Identified Aircraft

(15) Unless the applicable separation minimum in 821.06 – ATS Surveillance Separation, is larger, apply (16) or (17) between an aircraft that is being provided air traffic control services using ATS surveillance and any other identified aircraft whose type and altitude are known, if one aircraft:

(a) is operating directly behind and at the same altitude or less than 1,000 feet below a preceding aircraft; or
(b) will cross behind a climbing or descending aircraft and the following aircraft is at the same altitude or less than 1,000 feet below the altitude vacated by the preceding aircraft at the crossing position.

(16) In the application of (15), use the following table to determine the applicable separation minimum:

Minimum	Wake turbulence weight category of preceding aircraft	Wake turbulence weight category of succeeding aircraft
8 miles	Super	Light
7 miles	Super	Medium
6 miles	Heavy	Light
5 miles	Super	Heavy
5 miles	Heavy	Medium
4 miles	Super	Super
	Heavy	Heavy
	Medium	Light

(17) In the application of (15), if an automated tool is used to detect the aircraft wake turbulence groups and display the required spacing between aircraft, then the following table, rather than the table in (16), may be used to determine the applicable separation minimum:

Minimum	Wake turbulence group of preceding aircraft	Wake turbulence group of succeeding aircraft
8 miles	A	G
7 miles	B	G
6 miles	A	E or F
6 miles	C	G
5 miles	A	C or D
5 miles	B	E or F
4 miles	A	B
	B	C or D
	D or E	G
3.5 miles	C	E or F
3 miles	B	B
3 miles	C	D

(effective 2025/03/26)

821.41 - Airport Separation

Application

(1) In the application of Airport Separation:

(a) the flight path of the arriving aircraft includes the arrival route or track, the runway centre line of the arrival runway and the missed approach track or route; and
(b) the departure path includes the runway centre line of the departure runway and the departure track or route of the departing aircraft.

(effective 2025/03/26)

Visual IFR Departure Separation

(2) A succeeding IFR aircraft may be cleared to take-off from the same runway as a preceding departing IFR aircraft, provided:

(a) the airport air traffic controller visually observes that the preceding departing IFR aircraft has:
- (i) departed and turned to clear the departure path of the succeeding departing aircraft, or
- (ii) reached a point on its departure path where it will no longer conflict with the departure path of the succeeding departing aircraft;
(b) initial departure tracks diverge by 30 degrees or more;
(c) at least 30 degrees track divergence is maintained until another form of separation is established;
(d) traffic information about the preceding aircraft is passed to the succeeding aircraft; and
(e) wake turbulence separation is not applicable or 821.40 (3) is applied.

(3) A succeeding IFR aircraft may be cleared to take-off from a different runway than the one used by a preceding departing IFR aircraft provided:

(a) if the aircraft are departing from parallel runways, the aircraft are not, immediately after take-off, instructed to:
- (i) maintain runway heading, or
- (ii) follow tracks that diverge by less than 15 degrees;
(b) the airport air traffic controller visually observes that the preceding departing aircraft has reached a point where it will no longer conflict with the departure path of the succeeding departing aircraft;
(c) if either aircraft will turn toward or cross through the departure path of the other:
- (i) initial departure tracks diverge by 30 degrees or more; and;
- (ii) at least 30 degrees track divergence will be maintained until another form of separation is established;
(d) traffic information about the preceding aircraft is passed to the succeeding departing aircraft; and
(e) wake turbulence separation is not applicable or 821.40 (3) is applied.

(4) A succeeding IFR aircraft may be cleared to take-off following the departure of another IFR aircraft from the same or different runway provided:

(a) a terminal control service is being provided;
(b) the airport air traffic controller visually observes that the preceding departing IFR aircraft has departed and:
- (i) turned to clear the departure path of the succeeding departing aircraft, or
- (ii) reached a point on its departure path where it will no longer conflict with the departure path of the succeeding departing aircraft;
(c) traffic information about the preceding departing aircraft is passed to the succeeding departing aircraft;
(d) wake turbulence separation is not applicable or 821.40 (3) is applied;
(e) visual separation is maintained until another form of separation is established; and
(f) before control is transferred to the terminal air traffic controller:
- (i) the aircraft are established on tracks that diverge by 15 degrees or more, or
- (ii) another form of separation, other than visual separation, is established.

(effective 2025/03/26)

Pilot-Applied Visual IFR Departure Separation

(5) Following the departure of an IFR aircraft, a succeeding IFR aircraft may be cleared to take-off from the same or different runway provided:

(a) departure routes, aircraft performance and weather conditions do not preclude maintaining visual separation;
(b) a terminal control service is being provided;
(c) wake turbulence separation is not applicable or 821.40 (3) is applied;
(d) the succeeding departing aircraft reports sighting the preceding departing aircraft;
(e) the succeeding departing aircraft accepts responsibility to maintain visual separation from the preceding departing aircraft; and
(f) separation, other than visual separation, is established or the aircraft are established on tracks that diverge by 15 degrees or more, prior to:
- (i) leaving the terminal control area, or
- (ii) climbing to 12,500 feet ASL or above.

(effective 2025/03/26)

Visual Separation Between an IFR Departure and an IFR Missed Approach

(6) An IFR aircraft may be cleared to take-off while another IFR aircraft is on a planned missed approach to the same or different runway provided:

(a) departure routes, aircraft performance and weather conditions do not preclude maintaining visual separation;
(b) a terminal control service is being provided;
(c) the aircraft on the planned missed approach intends to continue on an IFR clearance rather than land;
(d) the airport air traffic controller visually observes that the aircraft that has commenced or is planning to execute a missed approach will not conflict with the departing aircraft;
(e) traffic information is passed to both aircraft;
(f) wake turbulence separation is not applicable or 821.40 (3) is applied; and
(g) separation, other than visual separation, is established or the aircraft are established on tracks that diverge by 15 degrees or more, prior to:
- (i) leaving the terminal control area, or
- (ii) climbing to 12,500 feet ASL or above.

(effective 2025/03/26)

Separation of an Arriving Aircraft from a Preceding Arriving or a Preceding Departing Aircraft

(7) Separate a succeeding arriving aircraft from a preceding aircraft arriving on the same runway by ensuring the succeeding arriving aircraft does not cross the landing threshold until the preceding arriving aircraft has met one of the following conditions:

(a) has landed and exited the runway; or
(b) has landed or is over the landing runway and:
- (i) is at a distance from the threshold sufficient to allow the arriving aircraft to complete its landing roll without jeopardizing safety, and
- (ii) the arriving aircraft is advised of the preceding aircraft's position and intentions.

(8) Separate an arriving aircraft from a preceding aircraft that is departing from the same runway by ensuring the arriving aircraft does not cross the landing threshold until the departing aircraft is airborne and has met one of the following conditions:

(a) is at a sufficient distance from the threshold that the arriving aircraft will not overtake it during the landing roll or conflict with it in the event of a missed approach; or
(b) has turned to avoid any conflict with the arriving aircraft in the event of a missed approach.

(9) Separate an arriving aircraft from a preceding aircraft departing from an intersecting runway, by ensuring the arriving aircraft does not cross the landing threshold until the departing aircraft has:

(a) passed the intersection; or
(b) turned to avoid any conflict with the flight path of the arriving aircraft.

(10) Separate a succeeding arriving aircraft from a preceding aircraft arriving on an intersecting runway by ensuring the succeeding arriving aircraft does not cross the threshold of its landing runway until the preceding arriving aircraft has:

(a) exited its landing runway;
(b) completed the landing roll and will hold short of the intersection; or
(c) passed the intersection.

(11) Separate a succeeding arriving aircraft from a preceding aircraft arriving on an interacting runway where the flight paths cross, by ensuring that the succeeding arriving aircraft does not cross the flight path of the preceding arriving aircraft until the preceding arriving aircraft has crossed the flight path of the succeeding arriving aircraft (N).

Note: If the flight paths of these arriving aircraft do not cross, there is no requirement to apply Airport Separation between these aircraft.

(effective 2025/03/26)

Separation of a Departing Aircraft from a Preceding Arriving or a Preceding Departing Aircraft

(12) Separate a departing aircraft from a preceding aircraft arriving on the same runway by ensuring it does not begin its take-off roll until the arriving aircraft has landed and one of the following conditions has been met:

(a) the arriving aircraft has exited the landing runway; or
(b) there is every assurance that the arriving aircraft will exit the runway by the time the departing aircraft starts the take-off roll.

(13) Separate a succeeding departing aircraft from a preceding aircraft departing from the same runway by ensuring the succeeding departing aircraft does not begin its take-off roll until the preceding departing aircraft has departed and has:

(a) turned to avoid any conflict with the departure path of the succeeding departing aircraft; or
(b) reached a point on its departure path where it will not conflict with the succeeding departing aircraft.

(14) Separate a succeeding departing aircraft from a preceding aircraft departing from an intersecting runway by ensuring the succeeding departing aircraft does not begin its take-off roll until the preceding departing aircraft has:

(a) passed the intersection;

or
(b) turned to avoid any conflict with the departure path of the succeeding departing aircraft.

(15) Separate a succeeding departing aircraft from a preceding aircraft departing from an interacting runway where the departure paths cross, by ensuring the succeeding departing aircraft does not begin its take-off roll until the preceding departing aircraft has:

(a) crossed the departure path of the succeeding departing aircraft; or
(b) turned to avoid any conflict with the departure path of the succeeding departing aircraft.

Note: If the departure paths do not cross, there is no requirement to apply Airport Separation between these aircraft.

(16) Separate a departing aircraft from a preceding aircraft arriving on an intersecting runway by ensuring the departing aircraft does not begin its take-off roll until the arriving aircraft has:

(a) landed and exited the runway;
(b) completed the landing roll and will hold short of the intersection; or
(c) has passed the intersection

(effective 2025/03/26)

Separation between a Departing Aircraft and an Arriving Aircraft using Interacting Runways

(17) Separate a departing aircraft from an arriving aircraft using interacting runways where the flight path of the arriving aircraft and the departure path cross, by ensuring that (N):

(a) the departing aircraft does not cross the flight path of the arriving aircraft until after the arriving aircraft has crossed the departure path;
(b) the arriving aircraft does not cross the departure path until after the departing aircraft has crossed the flight path of the arriving aircraft;
(c) the departing aircraft turns to avoid any conflict with the flight path of the arriving aircraft; or
(d) the arriving aircraft turns to avoid any conflict with the departure path.

Note: If the flight path of the arriving aircraft and the departure path do not cross, there is no requirement to apply Airport Separation between these aircraft.

(effective 2025/03/26)

Separation of Taxiing Aircraft from Aircraft using the Runway

(18) Subject to (19), hold taxiing aircraft until an aircraft landing or taking-off on the runway has passed the point at which the taxiing aircraft is holding.

(19) In the application of (18), hold a taxiing aircraft:

(a) at a taxi holding position, if one has been established;
(b) at least 200 feet from the edge of the runway, unless other holding positions are established by markings or signs; or
(c) at a sufficient distance from the edge of the runway to ensure that no hazard is created to aircraft landing or taking-off, if it is not possible to comply with (a) or (b).

(effective 2025/03/26)

Separation of Pedestrians and Vehicles from Aircraft using the Runway

(20) Hold pedestrians and vehicles, when aircraft are landing or taking-off:

(a) at least 200 feet from the edge of an active runway, unless other holding positions are established by markings or signs;
(b) at a distance established in accordance with the airport operator’s operational procedures made pursuant to section 302.08 of the Canadian Aviation Regulations; or
(c) at a sufficient distance from the edge of the runway to ensure that no hazard is created to aircraft landing or taking-off, if it is not practicable to comply with (a) or (b).

821.42 – Initial IFR Departure Separation

Application

(1) Separation minima contained in this section may be applied until another separation minimum is established, provided:

(a) if aircraft depart from the same runway, the preceding aircraft is not cleared to turn in either direction, to a track that is more than 135 degrees from the extended runway centre line; or
(b) if aircraft depart from different runways, unless (2) is being applied, the preceding aircraft is not cleared to turn:
- (i) toward the extended centre line of the runway to be used by the succeeding aircraft, and
- (ii) in the other direction to a track that is more than 135 degrees from the extended centre line of the runway to be used by the succeeding aircraft.

(effective 2025/03/26)

Successive Departures

(2) Separate a departing aircraft from a preceding aircraft that has departed the same runway by one of the following minima:

(a) 5 minutes when vertical separation doesn’t exist, provided:
- (i) the succeeding departing aircraft will climb through the altitude of the preceding departing aircraft, and
- (ii) both aircraft follow the same track until vertical separation is established;
(b) 5 minutes, provided:
- (i) the preceding departing aircraft will maintain a speed that is 20 or more knots faster than the succeeding departing aircraft, and
- (ii) position reports are received at intervals not exceeding 40 minutes;
(c) 3 minutes, provided:
- (i) the preceding departing aircraft will maintain a speed that is 40 or more knots faster than the succeeding departing aircraft, and
- (ii) position reports are received at intervals not exceeding 40 minutes;
(d) 3 minutes until tracks diverge, provided:
- (i) both aircraft will follow the same track initially and then assigned tracks that diverge by 45 degrees or more, and
- (ii) the tracks diverge not later than 5 minutes after the succeeding departing aircraft takes off;
(e) 3 minutes when vertical separation doesn’t exist, provided:
- (i) prior to reaching 15 miles from the departure runway, the succeeding departing aircraft will climb through the altitude of the preceding departing aircraft, and
- (ii) both aircraft will follow the same track until vertical separation is established;
(f) 1 minute until tracks diverge, provided:
- (i) both aircraft will follow assigned tracks that diverge by 45 degrees or more,
- (ii) the tracks diverge as soon as practicable after take-off,
- (iii) if the speed of the succeeding departing aircraft will exceed that of the preceding departing aircraft, the preceding aircraft is turned and the succeeding aircraft is not cleared to depart until the turn has commenced, and
- (iv) successive aircraft are not cleared to turn toward the same side of the extended runway centre line;
(g) 10 miles when vertical separation doesn’t exist, provided the succeeding departing aircraft will climb through the altitude of the preceding departing aircraft, and the aircraft follow the same track immediately after take-off to or from:
- (i) the same DME NAVAID, provided DME or GNSS position reports or ATS surveillance distance measuring tools, or any combination thereof, is used to determine the distance between the aircraft, and provided, if only one aircraft is providing DME reports, it is:
  - (A) at or below 10,000 feet; or
  - (B) more than 10 miles from the DME NAVAID, or
- (ii) the same fix provided ATS surveillance distance measuring tools, GNSS position reports or a combination thereof is used to determine the distance between the aircraft;
(h) 5 miles, provided another form of separation will be established prior to the succeeding departing aircraft reaching a point 15 miles from the departure runway and both aircraft will follow the same track immediately after take-off to or from:
- (i) the same DME NAVAID, provided DME or GNSS position reports or ATS surveillance distance measuring tools, or any combination thereof, is used to determine the distance between the aircraft, and provided, if only one aircraft is providing DME reports, it is:
  - (A) at or below 10,000 feet; or
  - (B) more than 10 miles from the DME NAVAID, or
- (ii) the same fix, provided ATS surveillance distance measuring tools, GNSS position reports or a combination thereof is used to determine the distance between the aircraft. or

(3) A succeeding departing aircraft may be cleared to take-off after a preceding aircraft has been cleared to take-off from an intersecting runway, provided:

(a) the runways diverge by 30 degrees or more;
(b) the preceding departing aircraft has passed the point of runway intersection;
(c) neither aircraft will turn toward the other runway; and
(d) the aircraft will fly assigned tracks that diverge by 45 degrees or more immediately after take-off.

(effective 2025/03/26)

Simultaneous Departures

(4) Aircraft may be simultaneously cleared to take-off from parallel runways provided:

(a) the runway centre lines are 4,300 feet or more apart;
(b) neither aircraft will turn towards the other runway;
(c) both aircraft will follow assigned tracks that diverge by 45 degrees or more immediately after take-off; and
(d) traffic information is passed to both aircraft.

(5) Aircraft may be simultaneously cleared to take-off from interacting runways provided:

(a) the runway centre lines diverge by 30 degrees or more;
(b) neither aircraft will turn toward the other runway; and
(c) the aircraft will fly assigned tracks that diverge by 45 degrees or more immediately after take-off.

(6) Aircraft may be simultaneously cleared to depart in any direction provided the airspace to be protected for the departure areas do not overlap.

(effective 2025/03/26)

Departure While an Aircraft is on Approach to the Same Airport

(7) An aircraft may be cleared to depart while an arriving aircraft is on a straight-in instrument approach to the same airport, provided it departs:

(a) in any direction, provided it will have a minimum of 5 minutes separation from the arriving aircraft at the point where the departing aircraft will alter its heading to diverge from the reciprocal of the final approach track of the arriving aircraft by a minimum of:
- (i) 45 degrees, or
- (ii) 30 degrees, provided both the arriving and departing aircraft will use a facility located on the airport that provides track guidance in the form of an OMNI radial or an ILS front or back beam; or
(b) in a direction that differs from the reciprocal of the final approach track of the arriving aircraft by a minimum of 45 degrees, provided the departing aircraft is airborne before the arriving aircraft is estimated to be not less than 3 minutes from the runway threshold.

(8) An aircraft may be cleared to depart while an arriving aircraft is on an instrument approach with a procedure turn to the same airport, provided the departing aircraft is airborne before the arriving aircraft is estimated to be not less than 3 minutes from the runway and departs:

(a) in a direction on the procedure turn side of the final approach track that differs from the reciprocal of the final approach track by:
- (i) 90 degrees, provided the fix from which the procedure turn is commenced is located between the procedure turn and approach end of the runway, or
- (ii) 45 degrees, provided the protected airspace associated with the departure procedure does not overlap the airspace to be protected for the initial approach area; or
(b) in a direction on the non-procedure turn side of the final approach track that differs from the reciprocal of the final approach track by 45 degrees.

(9) If an airport air traffic control service is being provided, an aircraft may be cleared to take-off while an arriving aircraft is on an instrument approach with a procedure turn to the same airport, provided the aircraft is airborne before the arriving aircraft leaves a fix inbound not less than 4 miles from the instrument runway and departs:

(a) in a direction on the procedure turn side of the final approach track that differs from the reciprocal of the final approach track by:
- (i) 90 degrees, or
- (ii) 45 degrees, provided the protected airspace associated with the departure procedure does not overlap the airspace to be protected for the initial approach area; or
(b) in a direction on the non-procedure turn side of the final approach track that differs from the reciprocal of the final approach track by 45 degrees.

(effective 2025/03/26)

821.43 – CMNPS Separation

Application

(1) Apply a minimum from this section, or any separation minimum other than a separation minimum from 821.44 - RNPC Separation, to CMNPS certified aircraft operating within CMNPS airspace and the CMNPS transition area.

(effective 2025/03/26)

Airspace Overlap

(2) Establish vertical separation between aircraft on the same track that are converging to an area of overlap, when they are at least 60 miles or 1 degree of latitude apart.

(3) Maintain vertical separation between aircraft on the same track that are diverging from an area of overlap until they are at least 60 miles or 1 degree of latitude apart.

(effective 2025/03/26)

Lateral Separation

(4) Laterally separate aircraft by:

(a) 60 miles based on the distance between track centre lines; or
(b) subject to (5) and (6), by 1 degree difference in latitude.

(5) Laterally separate aircraft with reference to their difference in latitude, using 1 degree instead of 60 miles, provided, in any interval of 10 degrees of longitude, the change in latitude of one of the tracks does not exceed:

(a) 1 degree in the area between 70 degrees North and 80 degrees North;
(b) 2 degrees in the area between 58 degrees North and 70 degrees North; and
(c) 3 degrees in the area south of 58 degrees North.

(6) Laterally separate aircraft by 60 miles while they are operating on tracks that:

(a) are north of 80 degrees North; or
(b) have a change in latitude which exceeds the allowable limits in (5).

(7) Laterally separate aircraft using area navigation systems by 30 miles from the airspace to be protected for aircraft that are using ground-based NAVAIDs.

(8) Aircraft on reciprocal tracks that do not coincide are laterally separated, provided:

(a) estimates indicate the outbound aircraft will be at least 10 minutes beyond the point where lateral separation between the tracks is achieved, when the inbound aircraft reaches the point where lateral separation between the tracks is lost; or
(b) estimates indicate the inbound aircraft is at least 10 minutes away from the point where lateral separation between the tracks will be lost, when the outbound aircraft reaches the point where lateral separation between the tracks is achieved.

(effective 2025/03/26)

Separation Between Aircraft on Reciprocal Tracks

(9) Maintain vertical separation between aircraft on reciprocal tracks until one of the following conditions is met:

(a) both aircraft have reported over a common point and 10 minutes have elapsed after their estimated passing; or
(b) position reports indicate the aircraft have passed and are 60 miles apart.

(effective 2025/03/26)

Separation Between Aircraft on the Same or Crossing Tracks

(10) Establish vertical separation between aircraft on crossing tracks when they are at least 60 miles or 1 degree of latitude apart.

(11) Maintain vertical separation between aircraft on crossing tracks until they have passed and are at least 60 miles or 1 degree of latitude apart.

(12) Longitudinally separate aircraft by 15 minutes if they will follow:

(a) the same track; or
(b) tracks that are not laterally separated.

(13) Longitudinally separate aircraft on crossing tracks by one of the following:

(a) 20 minutes, if either aircraft is maintaining a ground speed less than 340 knots; or
(b) 15 minutes, provided both aircraft are maintaining ground speeds of 340 knots or greater.

(effective 2025/03/26)

Longitudinal Separation Using Mach Number Technique

(14) Longitudinally separate aircraft using Mach-number technique by 10 minutes, provided:

(a) the aircraft are operating on the identical track or continuously diverging tracks;
(b) the aircraft have reported over a common point;
(c) the required longitudinal separation will be maintained until tracks diverge; and
(d) if tracks diverge, maintain at least 5 minutes longitudinal separation until the point where lateral separation is established.

(15) Longitudinally separate a faster succeeding aircraft from a preceding aircraft using Mach-number technique by 10 minutes:

(a) until tracks diverge, provided at least 5 minutes longitudinal separation is maintained until the point where lateral separation is established; or
(b) until a point at which another form of separation is established.

(16) Subject to (17), use the following table to determine the minimum longitudinal separation between a preceding aircraft that is maintaining a greater Mach-number than a succeeding aircraft, provided:

(a) the aircraft have reported over a common point; or
(b) ATS surveillance distance measuring tools, DME reports, GNSS position reports, RNAV distance reports, or any combination thereof, is used to ensure the appropriate time interval exists.

Mach Difference	Minimum Separation
0.02	9 minutes
0.03	8 minutes
0.04	7 minutes
0.05	6 minutes
0.06	5 minutes

(17) In the application of (16), if the aircraft will follow diverging tracks after the common point, maintain at least 5 minutes longitudinal separation until the point where lateral separation is established unless that point occurs within 20 minutes of the preceding aircraft passing the common point.

(effective 2025/03/26)

821.44 – RNPC Separation

Application

(1) Apply a separation minimum from this section, or any separation minimum other than a minimum from 821.43 - CMNPS Separation, to RNPC certified aircraft operating within RNPC airspace.

(effective 2025/03/26)

Airspace Overlap

(2) Establish vertical separation between aircraft on the same or crossing tracks converging to an area of overlap before either aircraft reaches a point 15 miles from the area of overlap, as determined by RNAV, ATS surveillance distance measuring tools, or a combination thereof, provided DCPC is established with at least one of the aircraft.

(3) Maintain vertical separation between aircraft on the same or crossing tracks until either aircraft reaches a point 15 miles from the area of overlap, as determined by RNAV, ATS surveillance distance measuring tools, or a combination thereof, provided DCPC is established with at least one of the aircraft.

(effective 2025/03/26)

Lateral Separation

(4) The lateral protected airspace for an RNPC certified aircraft is:

(a) 10 miles each side of the track, if operating off airways; or
(b) the airspace to be protected for an airway, if operating on airways.

(effective 2025/03/26)

Separation Between Aircraft on Reciprocal Tracks

(5) Maintain vertical separation between aircraft on reciprocal tracks until position reports, the use of ATS surveillance distance measuring tools, or a combination thereof, indicate they have passed and are 30 miles apart, provided DCPC has been established with at least one of the aircraft.

(effective 2025/03/26)

Separation Between Aircraft on the Same or Crossing Tracks

(6) Separate aircraft operating on the same track, or crossing tracks, by at least 10 minutes.

(7) Separate aircraft operating on the same track or on crossing tracks by 30 miles, provided:

(a) the distance is determined through RNAV or ATS surveillance distance measuring tools, or a combination thereof, from a common point; and
(b) DCPC has been established with at least one of the aircraft.

(effective 2025/03/26)

Longitudinal Separation Using Mach Number Technique

(8) Separate aircraft using Mach number technique by 10 minutes, provided:

(a) aircraft are operating on the identical track or continuously diverging tracks;
(b) aircraft have reported over a common point; and
(c) if tracks diverge:
- (i) the required lateral separation is established by the next significant point, and
- (ii) at least 5 minutes longitudinal separation is maintained until the next significant point.

(9) Subject to (10), use the following table to determine the minimum applicable separation between a preceding aircraft maintaining a Mach-number greater than a succeeding aircraft, provided:

(a) the aircraft have reported over the same NAVAID, or fix derived from NAVAIDs; or
(b) ATS surveillance distance measuring tools, DME reports, GNSS position reports, RNAV distance reports, or any combination thereof, is used to ensure the appropriate time interval exists.

Mach Difference	Minimum Separation
0.02	9 minutes
0.03	8 minutes
0.04	7 minutes
0.05	6 minutes
0.06	5 minutes

(10) In the application of (9), maintain at least 5 minutes longitudinal separation until the point where lateral separation is established, unless that point occurs by the next significant point.

(11) Separate a faster succeeding aircraft from a preceding aircraft by 10 minutes:

(a) until tracks diverge, provided the required lateral separation and at least 5 minutes longitudinal separation will exist at the next significant point; or
(b) until another form of separation is established.

(effective 2025/03/26)

821.45 – Separation From Active Class F Airspace and Airspace Restricted by the Minister

(1) Apply separation between an aircraft and the outer edge of active Class F airspace, except if:

(a) the aircraft states it has obtained permission from the user agency to enter the airspace;
(b) the aircraft is operating in an ALTRV;
(c) the aircraft has been cleared for a contact or visual approach; or
(d) vertical separation is being applied in accordance with (2), (3) or (4) or 821.03 (3) - Vertical Separation - Vertical Separation Minima.

(2) Vertically separate aircraft from active Class F advisory airspace by:

(a) 500 feet; or
(b) 1,000 feet, if wake turbulence minima is applicable.

(3) Use the following table to determine the vertical separation to be applied between aircraft flying on an altimeter setting and the lower limit of active Class F airspace, if the lower limit is defined in terms of flight level:

If the Altimeter Setting is	Vertical Separation Required
If the Altimeter Setting is	Advisory airspace and wake turbulence minima is applicable or restricted airspace	Advisory airspace and wake turbulence minima is not applicable
29.92 inches of mercury or higher	1,000 feet	500 feet
29.91 to 28.92 inches of mercury	2,000 feet	1,500 feet
28.91 to 27.92 inches of mercury	3,000 feet	2,500 feet
27.91 inches of mercury or lower	4,000 feet	3,500 feet

(4) Use the following table to determine the lowest assignable flight level that will ensure the required vertical separation minimum between an aircraft flying on the standard pressure setting and the upper limit of Class F airspace, if the upper limit is defined in terms of altitude:

If the Aircraft Flying on the Standard Pressure Setting is at	And if the Altimeter Setting is	Then the Separation Required is
	And if the Altimeter Setting is	Advisory airspace and wake turbulence minima is applicable or restricted airspace	Advisory airspace and wake turbulence minima is not applicable
FL290 or below	29.92 inches of mercury or higher	1,000 feet	500 feet
	29.91 to 28.92 inches of mercury	2,000 feet	1,500 feet
	28.91 to 27.92 inches of mercury	3,000 feet	2,500 feet
	27.91 inches of mercury or lower	4,000 feet	3,500 feet
Above FL290	29.92 inches of mercury or higher	2,000 feet	1,500 feet
	29.91 to 28.92 inches of mercury	3,000 feet	2,500 feet
	28.91 to 27.92 inches of mercury	4,000 feet	3,500 feet
	27.91 inches of mercury or lower	5,000 feet	4,500 feet

(5) Separate aircraft from the outer edge of active Class F airspace:

(a) in accordance with 821.06 (10), (11), (12), (13) or (14) - ATS Surveillance Separation - Separation from Airspace if using ATS surveillance; or
(b) if not using ATS surveillance, by ensuring the protected airspace for the aircraft does not overlap the Class F airspace.

(effective 2025/03/26)

821.46 – Separation From Photographic Survey Aircraft

(1) Protect airspace for photographic survey aircraft operating in accordance with CVFR or IFR as follows:

(a) 4 miles each side of tracks; and
(b) to complete a turn from one flight line to another:
- (i) if the aircraft is below FL180, 4 miles beyond the flight line, or
- (ii) if the aircraft is at or above FL180, in accordance with 821.04 (4) - Lateral and Geographic Separation - Protected Airspace for Turns.

(2) Protect the complete photo block for CVFR and IFR aircraft operating within a flight planned photo block.

(effective 2025/03/26)

821.47 – Separation Between and From Altitude Reservations

(1) A non-participating military aircraft need not be separated from a military ALTRV, provided the non-participating military aircraft is operating:

(a) "at least 1,000 feet on top"; or
(b) in accordance with VFR.

(2) A stationary ALTRV is separated from another ALTRV, provided there is no overlap of the boundary of the ALTRV with the boundary of the other ALTRV.

(3) Apply (4), (5), (6) or (7) to provide separation between:

(a) ALTRVs;
(b) ALTRVs and predetermined unreserved tracks in controlled airspace; and
(c) aircraft operating outside an ALTRV, and:
- (i) aircraft operating within a moving ALTRV,
- (ii) the protected airspace of a moving ALTRV, or
- (iii) the geographical and vertical limits of a stationary ALTRV.

(4) In the application of (3) one of the following vertical separation minima may be applied:

(a) FL290 and below - 1,000 feet; or
(b) above FL290 - 2,000 feet.

(5) In the application of (3), a minimum in 821.04 - Lateral and Geographic Separation or 821.06 - ATS Surveillance Separation may be applied, or a lateral minimum in:

(a) 821.43 - CMNPS Separation may be applied in RNPC airspace if all aircraft are RNPC certified; or
(b) 821.44 - RNPC Separation may be applied in CMNPS airspace if all aircraft are CMNPS certified.

(6) In the application of (3), within CMNPS airspace, a CMNPS certified aircraft may be separated by 30 miles from:

(a) the protected airspace of a moving ALTRV; or
(b) the geographical limits of a stationary ALTRV.

(7) In the application of (3), one of the following longitudinal separation minima may be applied:

(a) within domestic FIRs excluding the ACA - 30 minutes; or
(b) within the ACA - 60 minutes.

(effective 2025/03/26)

821.48 – Separation From Military IFR Formation Flights

(1) Separate other aircraft from military IFR formation flights as follows:

(a) outside ATS surveillance coverage:
- (i) for a standard formation flight, apply a separation minimum from 821.03 - Vertical Separation, 821.04 - Lateral and Geographic Separation, 821.05 - Longitudinal Separation, 821.43 - CMNPS Separation or 821.44 - RNPC Separation, and
- (ii) for a non-standard formation flight, apply the applicable lateral or longitudinal separation minimum from:
  - (A) the perimeter of the airspace encompassing the non-standard formation; or
  - (B) the outermost aircraft of the non-standard formation; or
(b) within ATS surveillance coverage:
- (i) between an aircraft and a standard formation flight, add one mile to the applicable minima from 821.06 - ATS Surveillance Separation,
- (ii) between two standard formation flights, add two miles to the applicable minima from 821.06 - ATS Surveillance Separation, and
- (iii) for a non-standard formation flight - apply the applicable minima from 821.06 - ATS Surveillance Separation from:
  - (A) the perimeter of the airspace encompassing the non-standard formation; or
  - (B) the outermost aircraft of the non-standard formation.

(effective 2025/03/26)

821.49 – Separation From USAF Bomber Cell Formation Flights

(1) Separate a USAF bomber cell formation flight from other aircraft as follows:

(a) apply vertical separation from the highest and lowest altitude occupied by the cell formation aircraft;
(b) apply lateral separation as if the cell formation were a single aircraft; and
(c) apply longitudinal separation from the leading and trailing cell formation aircraft.

(effective 2025/03/26)

821.50 – Separation Between and From Aircraft Conducting Jet Approaches and Penetration Turn Procedures

(1) A succeeding military jet aircraft may be cleared for the same high-altitude approach procedure, other than a straight-in approach, being conducted by a preceding aircraft, provided:

(a) the preceding aircraft has reported intercepting the inbound track;
(b) DCPC is established with both aircraft;
(c) the initial penetration altitude of the succeeding aircraft is not lower than that of the preceding aircraft;
(d) the preceding aircraft will not execute a circling procedure; and
(e) the missed approach procedure does not involve a reversal of heading.

(2) A succeeding military jet aircraft may be cleared for the same straight-in TACAN approach as a preceding aircraft, provided:

(a) there is a minimum of 10 miles separation between the aircraft;
(b) two DME fixes are used to establish an approach interval that will ensure the required separation minimum is maintained;
(c) DCPC is established with both aircraft;
(d) the initial penetration altitude of the succeeding aircraft is not lower than that of the preceding aircraft;
(e) the preceding aircraft will not execute a circling procedure; and
(f) the missed approach procedure does not involve a reversal of heading.

(effective 2025/03/26)

821.51 – Separation from Aircraft Dumping Fuel

(1) Within the horizontal limits specified in (3), and subject to (2), vertically separate IFR and CVFR aircraft from an aircraft dumping fuel.

(2) In the application of (1), if the aircraft is operating below an aircraft dumping fuel, the minimum required vertical separation is 3,000 feet.

(3) In the application of (1), vertical separation from the track of an aircraft dumping fuel is required within the following horizontal limits:

(a) 10 miles ahead;
(b) 50 miles or 15 minutes behind; and
(c) 10 miles either side.

(effective 2025/03/26)

Standard 821 - Canadian Domestic Air Traffic Control Separation Standards - Canadian Aviation Regulations (CARs)

Table of contents

Foreword

821.01 – Interpretation

Definitions

Abbreviations

821.02 – Provision of Separation

General

Conflict Resolution

Visual Approaches

Contact Approaches

821.03 – Vertical Separation

Separation Between Flight Levels and Altitudes ASL

Vertical Separation Minima

Separation Between Aircraft on Reciprocal Tracks

Separation Between an Enroute Aircraft and Protected Airspace

821.04 – Lateral and Geographic Separation

Airspace Overlap

Protected Airspace for Turns

Vertical Separation Before and After Airspace Overlap

DME Lateral Separation

OMNI-Track Separation

Lateral Separation Where RNP is Specified

821.05 – Longitudinal Separation

General

Same Track Separation

Crossing Track Separation

Longitudinal Separation Without Using ADS-C Where RNP is Specified

Longitudinal Separation Using ADS-C Where RNP is Specified

821.06 – ATS Surveillance Separation

Application

ATS Surveillance Separation Minima

ATS Surveillance Separation Without VHF or UHF Voice

Separation Between Aircraft on Reciprocal Tracks

Separation from Airspace

Obstruction Clearance

Initial Departure Clearances

Departure Versus Arrival

Simultaneous Departures

Successive Departures

Category II and III ILS Approaches

Simultaneous Independent Parallel Instrument Approaches

Simultaneous Dependent Parallel Instrument Approaches

Simultaneous Arrivals

Sections 821.07 to 821.39 reserved

821.40 – Wake Turbulence Separation

Application

Aircraft Departing the Same Airport

Aircraft Departing Adjacent Airports

Identified Aircraft

821.41 - Airport Separation

Application

Visual IFR Departure Separation

Pilot-Applied Visual IFR Departure Separation

Visual Separation Between an IFR Departure and an IFR Missed Approach

Separation of an Arriving Aircraft from a Preceding Arriving or a Preceding Departing Aircraft

Separation of a Departing Aircraft from a Preceding Arriving or a Preceding Departing Aircraft

Separation between a Departing Aircraft and an Arriving Aircraft using Interacting Runways

Separation of Taxiing Aircraft from Aircraft using the Runway

Separation of Pedestrians and Vehicles from Aircraft using the Runway

821.42 – Initial IFR Departure Separation

Application

Successive Departures

Simultaneous Departures

Departure While an Aircraft is on Approach to the Same Airport

821.43 – CMNPS Separation

Application

Airspace Overlap

Lateral Separation

Separation Between Aircraft on Reciprocal Tracks

Separation Between Aircraft on the Same or Crossing Tracks

Longitudinal Separation Using Mach Number Technique

821.44 – RNPC Separation

Application

Airspace Overlap

Lateral Separation

Separation Between Aircraft on Reciprocal Tracks

Separation Between Aircraft on the Same or Crossing Tracks

Longitudinal Separation Using Mach Number Technique

821.45 – Separation From Active Class F Airspace and Airspace Restricted by the Minister